Locomotive or traction-engine.



G. W. VOLZ.

LocoMoTIVE 0R TRAGTION ENGINE.

APPLICATION FILED MAR. 12, 1912.

4 SHEETS-SHEET l.

Patented Sept. 23, 1913.

SH01/nu) G. W. VOLZ. LOOOMOTIVE 0R TRAGTION ENGINE.

APPLIoATIoN FILED 111111.12, 1912.

1,074,028, Patented s611123, 1913.

4 BHEBTB-SHEET 2.

@JW/humaan Noun 1) //Talz G. W. VOLZ.

LOCOMTIVE 0R TRAGTION ENGINE.

APPLIUATION FILED 111111.12, 1912.

1,074,028. Patented Sept. 23, 1913.

1 vouliez @vi/bw @vous IQ Z G. W. VOLZ.

LOCOMOTIVE OR TRAGTION ENGINE.

I APPLICATION FILED MAR. 12, 1912. 1,074,028. Patented sept.23,1913.

4 BHEBTB-BHEET 4.

ATNT OFFlC.

GOTTLIEB W. VOLZ, OF WASBLTUCNA, WASHINGTON, ASSIGNOR OF ONE-HALF TOLINN L. BASSETT, OF WASHTUCNA, WASHINGTON. I

LOCOMOTIVE OR TRACTION-ENGINE.

powerful and inexpensive type of tractorv which employs as its source ofdriving energy an internal combustion motor, which is designed for ,theeffective use of such a motor to the best advantage, and which is economical in operation and easily controlled.

A further object of the invention is to provide for the escape of theexhaust from the motor and of any steam which may be generated in thecooling circuit, in such manner as to increase the supply of air to theradiator.

A further object of the invention is to provide a tractor in which themotor gearing and controlling parts are protected from dust and dirt andthe driver or operator protected from liability of injury from thegearing or other internal moving parts of the tractor.

The invention consists of the novel features of construction,combination and arrangement of parts hereinafter fully described andclaimed, reference being had to the accompanying drawings, in which:

Figure 1 is a side elevation of a locomotive or traction engineembodying my invention. Fig. 2 is a vertical longitudinal section .ofthe same. Fig. 3 is a front elevation. Fig. 4 is a horizontal section.Fig. 5 s a vertical transverse section on line 5-5 ofv Fig. 4. Fig. 6 isa detail section on line 6-G of Fig. 4. Fig. 7 is a detail view of thesteering gear. Fig. 8 is a side elevation showing a form of locomotiveembodying the invention.'

Referring to the drawings, 1 designates the main frame of the engine orlocomotive; 2, the body thereof; and 3, a cab arranged at 'the rear endof the body. Pivotally mounted at the front of the body is an axle 4carrying steering and supporting wheels 5, said axle being connectedwith steering Specification of Letters Iatent.

Application filed March 12, 1912.

Patented Sept. 23,1913.

serial No. 683,302.

gear G of the worm type operated by a rod 7 projecting into the cab andprovided with a hand wheel 8. At its rear the engine is supported upon atruck frame 9 carrying central front and rear axles 10, 11, and12journaled in adjustable boxes 1,3. The truck 9 is pivotally supportedupon the main frame so that the wheels carried thereby may accommodatethemselves to irregularities of surface. On the ends of the axles 10,11, and 12 are loosely mounted driving and supporting wheels 14, 15, and16 which respectively carry sprocket wlicels 17, 18, 1S), and 20, thewheels 17 and 18 being mounted side by side upon the enacting wheel 14,all of said sprocket wheels being fixed to the driving and supportingwheels and suitable antifriction bearings being interposed between thewheels and the stationary axles.

The floor Q1 of the cab is elevated t0 provide a base compartment 22 inwhich is arranged a suitable selective transmission gearing 23controlled by a lever 24, the rear end of the shaft of which gearingcarries a beveled gear 25. beveled gear 26 on a transverse drive shaft27 extending across and through the sides of the compartment 2Q andprovided ate`a`ch end with a sprocket drive wheel 27 loosely mountedthereon. The hub of each sprocket `drive wheel 27 has fixed thereto afriction drum 28 engaged by the shoes 29 of a friction clutch device 30of any suitable type, the respective clutches being independentlycontrolled by levers 31, whereby t-he sprocket drive gears may beindependently thrown into and out of action. A hood 32 is provided toinclose the gears 25 and 26 and protect the same from dust and dirt. Adrive chain 33 engages each sprocket drive gear 27 and passes around thesprocket wheels 17 and 19 on the adjacent ends of the shafts 10 and 11,while a sprocket chain 34 passes around the sprocket wheels 18 and 2.0on the adjacentcnds of the shafts 10 and 12, the drive gear ing thusbeing` duplicated at each sideI of the engine and all of the wheelscoupled for a driving act-ion. The chains may be tightened or loosenedwhenever desired by adjusting the boxes 13, as will be readilyunderstood.

All of the supporting wheels may be of the road type or rail type. toadapt the engine for either road or railway use, and by This gear mesheswith a /loosely on the) driving shaft, allowing the supporting wheels atsuch side to turn at the required greater rate of speed.

The body f2 simulates in general the form of a locomotive boiler and maybe provided with a headlight 36 of any suitable type. Said body 2 ishollow and is provided at its rear with a compartment 37 in which isarranged an internal combustion motor 38,

vthe shaft 39 of 'which carries a combined fly and friction clutch wheel40 adapted to be engaged by a friction clutch member 41 on the adjacent.end of the shaft of the transmission gearing, said clutch member 41being controlled, by a treadle or foot lever 42 arranged within the cab,whereby the transmission gearing may be thrown into and outof connectionwith the motor when/- ever desired.- The controllin devices within thecab are all arrange so as to be readily operated by the drivervoccupyinga` seat 43.

At the forward end of the body 2 is a v radiator 44 of the honeycombtype which communicates with the water jacket of the motor throughsuitable pipes or passages 45 and 46, whereby the cooling water may becirculated through the radiator in a well known way. The return ordelivery pipe 45 has arranged therein a centrifugal or other suitabletype of pump 47 driven by the motor and by means of'which the cool' ingwater is drawn from the bottomof the radiator, forced into and throughthe water jacket of the motor and then delivered to the radiator for acontinuous circulation.

Between the motor chamber and the radiator the body 2 is provided withcompartments 48, 49, and 50. The compartment 48 forms a storage tank forthe hydrocarbonor other fuel which is delivered to the motor orcarbureter by a valve feed pipe 51, said tank being provided with asuitablyclosed filling inlet 52. The compartment 49 serves as a watertank which communicates with a valved pipe 53 with the radiator, wherebythe cooling circuit may be replenls'hed with water whenever desired.This tank is provided with a suitably closed filling inlet 54.

draft stacker tube 55 carried by the body.

The compartment 50 communicates with the cells of the radiatorl and withav tial vacuum chamber facilitate and pro# mote the iiow of 4air throughthe ,radiator and the exhaust of the spent products of' combustion fromthe motor. As shown, the vent pipe 56 of the radiator projects into 70the stack, through lwhich pipe any steam which may be generated in thecooling circuit is permitted to escape. Also arranged to dischargewithin the stack is a nozzle 57 connected with the deliveryend of a pipe58 through which the exhaust from the motor is discharged. The vapor andproducts of combustion so discharging into the stack create a partialvacuum in the stack and chamber 50, whereby the exhaust of the productsof combustion from the motorv is promoted and the flow of air throughthe cells of the radiator increased, thecooling action being to a largeextent regulated automatically by the exhaust, by which the temperatureof the cooling liquid will be regulated according to the working energyof the motor, as will bevrea-diily understood. The motor chamber 37 isprovided with a double hinged door or hoodv 37, whereby access to themotor may be'obtained at any time.

From the foregoing description, it will be observed that all of theelements of the gearing are inclosed in such a manner as to be protectedfrom injury and to avoid possibility of injury tothe engineer .ordriver, and that a simple type of engine is provided` which `stronglysimulates in appearance the power may be employed, and that the enginegeneral form and configuration of an ordimay be adapted for either roador railway work for light hauling and traction pur# poses of all kinds.It will further be ,observed that by the construction described a ifsimple, light, strong, durable and inexpensive type of engine isproduced which may be operated with economy, and that as all of thecontrolling elements are located within Y the cab, the engine will be atall times under the ready and complete control of the driver.

In the embodiment of'my-'inventio'n shown 115 in Fig.v 8, a main frameand body of somewhat different form are provided, but are of the generaltype hereinbefore described,v

la style of engine more particularly adapted for railway workbeing,-however, disclosed. This engine is mounted upon front and reartransverse axles 59 and 60 on 'which are journaled sets'of drivingwheels 61 and 62, said axles and wheels' having spring supports 64. Thespring supports of the front axle may be, in practice, connected'by theusual equalizing coupling.V The wheels at each side are coupled byconnecting rdds 65 and to the front wheel at each side is connectedadrive rod 66 coupled to a-driv- 13g ing crank 67 mounted on the driveshaft 27 and provided with a counter-balancing weight 68. The cranks G7at the opposite sides of the engine are set on quarter in the usualmanner, so that When one crank is on dead center the other will beexerting a driving effect. With minor exceptions the features ofconstruction in this embodiment of the invention are the same as thatdisclosed in Figs. 1 to 7, inclusive, and need not be specificallyrecited. I have, however, shovvn in Fig. 8 an air reservoir or tank 69which may form part of an air brake system having a pressure pumpoperated by the motor. In both constructions, however', it is intendedto employ brake devices which will operate upon the driving shaftinstead of the Wheels, thus allowing as many parts as possible to behoused and protected, but as this brake mechanism forms no part of thepresent invention it is not specifically disclosed.

Having thus described the invention, what l claim is:

l. A locomotive Vor traction engine including a cab and a hollow body,said body being provided with a motor chamber, fuel and watercompartments arranged in advance thereof, a cellular radiator spacedfrom said compartments to provide a vacuum inducing chamber, and a draftinducing stack communicating With said chamber, a motor inclosed Withinthe motor chamber, connections between the water compartment, radiatorand water jacket of the motor, an exhaust pipe leading from the motor tosaid vacuum inducing chamber, a steam ventpipe leading from the Water)acket of the motor to the stack, ruiming gear including a drive shaftdisposed within the cab, transmission mechanism between said drive shaftand the motor shaft, means for controlling the same, and a clutch devicefor throwing the transmission mechanism into and out of connection withthe motor shaft.

2. A locomotive or traction engine including a cab, and a hollow body,running gear including fixed axles, wheels mounted to revolve upon theaxles, gearing between wheels, said gearing being operative forindependently stopping the opposite series of wheels, a drive shaftdisposed within the cab, a motor upon the body for driving said shaft,gearing between the drive shaft and cach set of driving wheels, andclutches for throwing the gearing for driving the respective sets orseries of wheels independently of each other.

In. testimony whereof l alix niy signature. in presence of twowitnesses.

GOTTLIEB lV. VOLZ.

Witnesses:

J. A. MeKissicn, d. O. Timor.

said

